Vehicular trailer sway management system

ABSTRACT

A vehicular trailer sway management system includes at least one rearward-sensing radar sensor disposed at a vehicle and an electronic control unit (ECU). Radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU. With a trailer hitched to the vehicle, the trailer sway management system, via processing at the ECU of the provided captured radar data, determines oblique angles of the trailer relative to the vehicle. As the vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the vehicle, the trailer sway management system determines sway of the trailer relative to the vehicle. Responsive to the determined sway of the trailer relative to the vehicle, the trailer sway management system at least in part controls operation of the vehicle to manage sway of the trailer relative to the vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent application Ser. No. 16/949,813, filed Nov. 16, 2020, now U.S. Pat. No. 11,597,378, which is a continuation of U.S. patent application Ser. No. 15/695,378, filed Sep. 5, 2017, now U.S. Pat. No. 10,836,376, which claims the filing benefits of U.S. provisional application Ser. No. 62/383,790, filed Sep. 6, 2016, which is hereby incorporated herein by reference in its entirety.

FIELD OF THE INVENTION

The present invention relates generally to a vehicle sensing system for a vehicle and, more particularly, to a vehicle sensing system that utilizes one or more sensors at a vehicle to provide a field of sensing at or around the vehicle.

BACKGROUND OF THE INVENTION

Use of imaging sensors or ultrasonic sensors or radar sensors in vehicle sensing systems is common and known. Examples of such known systems are described in U.S. Pat. Nos. 8,013,780 and 5,949,331 and/or U.S. publication No. US-2010-0245066 and/or International Publication No. WO 2011/090484, which are hereby incorporated herein by reference in their entireties.

SUMMARY OF THE INVENTION

The present invention provides a driver assistance system or sensing system for a vehicle that utilizes a sensor module or system disposed at the vehicle and comprising at least one radar sensor disposed at the vehicle and having a field of sensing exterior of the vehicle. The at least one radar sensor comprises multiple Tx (transmitters) and Rx (receivers) on an antenna array, so as to provide high definition, fine resolution in azimuth and/or elevation to determine high definition Radar Reflection Responses for objects detected by the system. The system includes a control, where outputs of the at least one radar sensor are communicated to the control, and where the control, responsive to the outputs of the at least one radar sensor, detects the presence of one or more objects exterior the vehicle and within the field of sensing of at least one of the at least one radar sensor.

The sensing system may determine object edges to determine that the detected object is another vehicle and to determine the oblique angle (or skewness) of the other vehicle present in the field of sensing relative to the motion of the source or equipped vehicle (equipped with the sensing system and sensor(s) of the present invention). Successive scanning cycles may be performed to establish vehicle level inputs, the location in range and relative lane position of the detected other vehicle. Comparison to the known lane locations determines the oblique angle (or skewness) of the detected vehicle relative to the lane traveled by the equipped vehicle, such that the system can preemptively anticipate lane change, cut-in or merge intent of the other vehicle.

The system may be operable (via a rearward sensing radar sensor of the vehicle) to attribute classified edges to a trailer being towed by the equipped vehicle. The edge position and trailer angle may be provided to vehicle systems supporting trailer angle detection. The motion of the trailer is analyzed using mathematical methods to determine the severity of trailer sway relative to the towing/equipped vehicle. Control methods may be used (responsive to the determined trailer sway frequency and/or amplitude) to provide active dampening of trailer sway.

These and other objects, advantages, purposes and features of the present invention will become apparent upon review of the following specification in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a vehicle with a sensing system that incorporates a radar sensor in accordance with the present invention;

FIG. 2 is a schematic showing a small offset barrier collision scenario;

FIG. 3 are images showing the effect of aspect angle on the Radar Reflection Response (R3) of a vehicle;

FIG. 4 is a top plan view of a vehicle equipped with the sensing system of the present invention, showing oblique detection—merge and cut in;

FIG. 4A is a representation of the HD Radar Response for the scenario shown in FIG. 4 ;

FIG. 5 is a top plan view of a vehicle equipped with the sensing system of the present invention, showing oblique detection—left turn: intersection collision mitigation;

FIG. 6 is a top plan view of a vehicle equipped with the sensing system of the present invention, showing trailer sway detection; and

FIG. 7 is a detection plot showing detection of trailer sway motion.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

A vehicle sensing system, such as a driver assist system, object detection system, parking assist system and/or alert system, operates to capture sensing data exterior of the vehicle and may process the captured data to detect objects or other vehicles at or near the equipped vehicle and in the predicted path of the equipped vehicle, such as to assist a driver of the equipped vehicle in maneuvering the vehicle in a forward or rearward direction or to assist the driver in parking the vehicle in a parking space. The system includes a processor that is operable to receive sensing data from one or more sensors and to provide an output to a control that, responsive to the output, generates an alert or controls an accessory or system of the vehicle, or highlights or overlays an alert on a display screen (that may be displaying video images captured by a single rearward viewing camera or multiple cameras providing forward, side or 360 degree surround views of the area surrounding the vehicle during a reversing or low speed maneuver of the vehicle).

Referring now to the drawings and the illustrative embodiments depicted therein, a vehicle 10 includes an driver assistance system or sensing system 12 that includes at least one radar sensor unit, such as a forward facing radar sensor unit 14 (and the system may optionally include multiple exterior facing sensors, such as cameras or other sensors, such as a rearward facing sensor at the rear of the vehicle, and a sideward/rearward facing sensor at respective sides of the vehicle), which sense regions exterior of the vehicle. The sensing system 12 includes a control or electronic control unit (ECU) or processor that is operable to process data captured by the sensor or sensors and may detect objects or the like. The data transfer or signal communication from the sensor to the ECU may comprise any suitable data or communication link, such as a vehicle network bus or the like of the equipped vehicle.

Some automotive radars use MIMO (Multiple Input Multiple Output) techniques to create an effective virtual antenna aperture, which is significantly larger than the real antenna aperture, and delivers much better angular resolution than conventional radars, such as, for example, conventional scanning radars.

In Advanced Driving Assistance Systems, the resolution of radar and machine vision systems have been limited. Typically, radar information has been limited to range, and velocity information with instability in the precise location of the edges of the vehicle, while vision systems have been able to assess width of objects and approximate range based on size of the object in the image. Anticipating rapid changes in intended path of travel for other vehicles, such as in situations such as cut in (of the other vehicle into the lane being traveled by the equipped vehicle and in front of the equipped vehicle), are difficult to recognize quickly. The radar sensors used typically have been limited to provide only track vector and velocity information, and have been unable to rapidly detect or confirm changes in the intended path of vehicles. Problems such as cut in, merging, lane drift, and avoidance maneuvers occur in the near field, where reaction timing is critical in maximizing the reduction of energy of impact, should an accident or near accident occur between the equipped vehicle and the cutting in or merging vehicle.

Similarly, problems such as offset collisions require precise means for location of the corners of vehicles or obstacles, so that systems can have sufficiently early detection to prevent or minimize the impact of collisions. Oblique angle collision avoidance (NCAP Oblique Angle Collision Avoidance) and small offset barrier tests (IIHS Small Offset Barrier), such as shown in FIG. 2 , are expected to represent additional requirements placed on vehicle manufacturers to improve crash survivability.

The sensing system of the present invention comprises High Definition (HD) radar sensor(s) positioned at a vehicle to provide range, velocity, and angular information in horizontal and/or vertical fields of view (FOV). The radar sensor(s) include transmitters that transmit radio waves or signals and receivers that receive the transmitted signals as reflected off of objects in the field of sensing of the sensor(s). Use of sensors with high angular and range resolution distinguishes multiple radar reflection responses from the surfaces of the detected other vehicle. With high definition in azimuth and/or elevation, multiple reflections are received from each surface of the detected vehicle. Reflections are processed with data analysis software (SW) of the radar unit(s) or a central processing location to associate the multiple reflections to a single object. This set of reflections is analyzed using mathematical methods to determine the best fit determination of the vehicle edge. In combination with successive scanning cycles, vehicle level inputs, the location in range, and the relative lane position are established for the vehicle. Comparison to the known lane locations, available from a machine vision system, may be used as an input to determine the oblique angle (or skewness) of the detected vehicle relative to the lane being traveled by the equipped vehicle, preemptively anticipating the lane change intent of the detected vehicle. The sensing system is capable of providing at least one driving assist system function including, for example, (i) automated parking, (ii) blind spot detection, (iii) cross traffic alert, (iv) lane change assist, (v) lane merge assist, (vi) automatic emergency braking, (vii) pedestrian detection, (viii) turn assist, (ix) terrain management, (x) collision mitigation and/or (xi) intersection collision mitigation.

Similarly, for oncoming or intersecting vehicle paths, the oblique angle determination is computed, permitting the determination probability for a potential of collision and a predicted point of contact. Responsive to such determinations, the system may activate collision avoidance measures, including braking of the equipped vehicle, steering of the equipped vehicle and/or acceleration of the equipped vehicle, to mitigate the effects of the potential or likely or imminent collision.

In accordance with the present invention, and such as shown in FIG. 3 , multiple reflections 20 are received from the rear and/or sides of the vehicle. The reflections are associated with a single vehicle based on motion attributes to determine the vehicle's surfaces. As shown in FIG. 3 , responses are characterized by the response strength 22, and vary with the oblique angle of the detected vehicle relative to the equipped vehicle. As the other vehicle begins to turn or initiate a lane change, an oblique view of the other vehicle is presented to the radar sensor(s) in the equipped vehicle. An example of the change in response is shown in FIGS. 3 at 20, 24 and 26 as the oblique angle of the detected vehicle changes relative to the source vehicle or equipped vehicle (radar location).

During vehicle overtaking (such as shown in FIG. 4 ), the radar system recognizes the overtaking vehicle 28 as it enters the field of sensing or view (FOV) 30 of the radar sensor of the equipped vehicle 32. If the vehicle is also equipped with side scanning radars, the overtaking other vehicle would be recognized prior to overtaking the equipped vehicle and while alongside the equipped vehicle. As shown in FIG. 4A, the overtaking vehicle 28 has been represented by the path of motion or tracked motion 34 of the overtaking vehicle that has been established by the radar system. Similarly, the radar response of the overtaking vehicle represents the series of responses 36, their strengths, ranges and azimuth angle relative to the source or equipped vehicle. By comparison of the response strength, range and azimuth angle, the edges of the overtaking vehicle are established and the path of travel 34 of the overtaking vehicle is determined.

As shown in FIG. 5 , while the source or equipped vehicle 38 is traversing roadways, the high definition radar (having a forward field of sensing 40) establishes an environment of the roadway and adjacent areas, locating roadway edges 42, curbs 44, trees and hedges 46. As the equipped vehicle approaches an intersection, the environment map provides a reference for the geometry of the intersection. This information can be compared with additional sources of information, such as GPS inputs, camera based machine vision, cloud or on-board based high definition local maps and/or the like, to supplement the information gathered by the high definition radar. Potentially, another vehicle 48 could be approaching the intersection. The range, speed, acceleration/deceleration, heading, and response magnitude of the other detected vehicle are obtained for a plurality of reflections from the other vehicle to provide the instantaneous oblique angle measurement and the expected vehicle path and position 50 of the other vehicle.

Onboard the source vehicle or equipped vehicle 38, the driver intent path or semi-autonomous or fully autonomous expected vehicle path 52 can be determined and/or controlled. Provided the information gathered from environment mapping, an optimized path plan for the equipped vehicle can be established to avoid a potential collision anticipated based on the detected other vehicle's expected path and position. Using these inputs, a collision mitigation strategy involving driver warnings, steering, braking, and/or acceleration of the equipped vehicle may be implemented. Where a collision is imminent and unavoidable, the system may determine an optimized collision scenario to provide maximum protection to drivers and passengers of both of the vehicles.

Additionally, the ability to detect minimal changes in the oblique angle of adjacent vehicle or trailers, offers the potential for features designed to enhance the driving experience.

For scenarios where the equipped vehicle is towing a trailer, the determination of oblique angle and the measure of the periodic swaying motion of the trailer can be determined based on changes to the oblique angle (of the longitudinal axis of the trailer relative to the longitudinal axis of the vehicle). During towing by a source vehicle or equipped vehicle (equipped with a rearward sensing sensor and system of the present invention), swaying of the trailer is observable (via processing sensor data captured by one or more rearward sensing radar sensors) with SW designed to extract the maximum, minimum, frequency and variance of the periodic motion. Controls to manage trailer sway, including active sway management, are envisioned to suppress the negative NVH (Noise, Vibration, and Harshness) and improve vehicle handling and dynamics.

In such trailering conditions, sensors oriented to the rear and sides of the vehicle would have visibility to the front and sides of a trailer, such as a tractor trailer combination, fifth wheel or traditional trailer being towed by the equipped vehicle (FIG. 6 ). Using high definition radar, a baseline for the edge locations and responses may be established. During trailering, the sway or motion of the trailer becomes periodic (FIG. 7 ). For each location within the azimuth coverage of the FOV of the radar system, a nominal range 54 exists, having been previously established in the baseline, around which any trailer sway would have a periodic motion. The combination of nominal ranges across the azimuth provides a real time, accurate measure of the trailer angle. The period of the detected range variance 56 corresponds with the frequency of the sway of the trailer relative to the towing vehicle, while the amplitude 58 corresponds to the magnitude of the sway of the trailer relative to the towing vehicle. Analysis of these motion plots for a plurality of azimuth positions provides the overall motion of the trailer, where the amplitude of motion—range—azimuth—response strength is correlated to increasing magnitudes of trailer sway. The magnitude of trailer sway translates to the harshness perceived by the driver of the vehicle trailering. Control methods are envisioned that, by utilizing the determined magnitude and frequency of the trailer sway, determine limits for active dampening of trailer sway.

Therefore, the present invention provides a vehicle sensing system having a radar sensor that comprises multiple Tx (transmitters) and Rx (receivers) on an antenna array, so as to provide high definition, fine resolution in azimuth and/or elevation, to determine high definition Radar Reflection Responses for objects detected by the system. The high definition Radar Reflections (range, azimuth, velocity, magnitude, and/or the like) are evaluated by data analysis SW methods to establish surface responses for objects in the device(s) field of view. The set of reflections is analyzed using mathematical methods, determining the best fit determination of the object edges, and classification of stationary, vehicular or pedestrian based on motion factors. The set of reflections that are analyzed and classified as stationary are aggregated into a high definition environmental map.

The object edges establish the oblique angle (or skewness) of another vehicle observed in the sensor's field of view relative to the motion of the source or equipped vehicle. Successive scanning cycles are performed to establish vehicle level inputs, the location in range and relative lane position. Comparison to the known lane locations, available from a machine vision system used as an input, determines the oblique angle (or skewness) of the detected vehicle relative to the lane traveled by the equipped vehicle, preemptively anticipating lane change, cut-in or merge intent.

The sensing system may include a machine vision system (comprising at least one exterior viewing camera disposed at the vehicle and an image processor for processing image data captured by the at least one camera), where information is shared between the stereo radar and the machine vision system.

The system may include two or more individual radars, having individual or multiple Tx (transmitters) and Rx (receivers) on an antenna array, spaced at a known separation (x, y, z) and aligned within a known attitude (pitch, roll, yaw), where information is shared between individual radars operating in stereo, to determine high definition Radar Reflection Responses for objects detected by the system. The high definition Radar Reflections (range, azimuth, velocity, magnitude, and/or the like.) are evaluated by data analysis SW methods to establish surface responses for objects in the device(s) field of view. The set of reflections is analyzed using mathematical methods determining the best fit determination of the object edges, and classification of stationary, vehicular or pedestrian based on motion factors. The set of reflections analyzed and classified as stationary are aggregated into a high definition environmental map. The object edges establish the oblique angle (or skewness) of the vehicle observed in the field of view relative to the motion of the equipped vehicle. Successive scanning cycles, vehicle level inputs, the location in range, relative lane position are established for the vehicle. Comparison to the known lane locations, such as may be available from a machine vision system of the vehicle used as an input, determines the oblique angle (or skewness) of the detected other vehicle relative to the lane, preemptively anticipating lane change, cut-in or merge intent of the other vehicle at or near or in front of the equipped vehicle.

The system may include a machine vision system, where information is shared between the stereo radar and the machine vision system. The system may utilize environment mapping and/or vehicle oblique angles and path information to implement closed loop motion control (steering, braking, etc.) to avoid collisions or mitigate their impact.

The system may be operable to attribute classified edges to a trailer being towed by the equipped vehicle. The edge position and trailer angle are provided to vehicle systems supporting trailer angle detection. The motion of the trailer is analyzed using mathematical methods, to determine the severity of trailer sway relative to the towing/equipped vehicle. Control methods may be used (responsive to the determined trailer sway frequency and/or amplitude) to provide active dampening of trailer sway.

The system may utilize sensors, such as radar or lidar sensors or the like. The sensing system may utilize aspects of the systems described in U.S. Pat. Nos. 9,753,121; 9,689,967; 9,599,702; 9,575,160; 9,146,898; 9,036,026; 8,027,029; 8,013,780; 6,825,455; 7,053,357; 7,408,627; 7,405,812; 7,379,163; 7,379,100; 7,375,803; 7,352,454; 7,340,077; 7,321,111; 7,310,431; 7,283,213; 7,212,663; 7,203,356; 7,176,438; 7,157,685; 6,919,549; 6,906,793; 6,876,775; 6,710,770; 6,690,354; 6,678,039; 6,674,895 and/or 6,587,186, and/or International Publication No. WO 2011/090484 and/or U.S. Publication Nos. US-2017-0222311 and/or US-2010-0245066, and/or U.S. patent applications Ser. No. 15/685,123, filed Aug. 24, 2017, and published on Mar. 1, 2018 as U.S. Publication No. US-2018-0059236, Ser. No. 15/675,919, filed Aug. 14, 2017, now U.S. Pat. No. Ser. No. 15/647,339, filed Jul. 12, 2017, now U.S. Pat. No. 10,239,446, Ser. No. 15/619,627, filed Jun. 12, 2017, now U.S. Pat. No. 10,768,298, Ser. No. 15/584,265, filed May 2, 2017, now U.S. Pat. No. 10,534,081, Ser. No. 15/467,247, filed Mar. 23, 2017, now U.S. Pat. No. 10,571,562, Ser. No. 15/446,220, filed Mar. 1, 2017, and published on Sep. 7, 2017 as U.S. Publication No. US-2017-0254873, and/or Ser. No. 15/675,919, filed Aug. 14, 2017, now U.S. Pat. No. 10,641,867, and/or International PCT Application No. PCT/162017/054120, filed Jul. 7, 2017, and published on Jan. 11, 2018 as International Publication No. WO 2018007995, and/or U.S. provisional application Ser. No. 62/383,791, filed Sep. 6, 2016, which are hereby incorporated herein by reference in their entireties.

The system may utilize aspects of the trailering or trailer angle detection systems described in U.S. Pat. Nos. 9,085,261 and/or 6,690,268, and/or U.S. Publication Nos. US-2017-0217372; US-2017-0050672; US-2015-0217693; US-2014-0160276; US-2014-0085472 and/or US-2015-0002670, and/or U.S. patent application Ser. No. 15/446,220, filed Mar. 1, 2017, and published on Sep. 7, 2017 as U.S. Publication No. US-2017-0254873, and/or U.S. provisional application Ser. No. 62/466,449, filed Mar. 3, 2017, which are hereby incorporated herein by reference in their entireties.

Changes and modifications in the specifically described embodiments can be carried out without departing from the principles of the invention, which is intended to be limited only by the scope of the appended claims, as interpreted according to the principles of patent law including the doctrine of equivalents. 

The invention claimed is:
 1. A vehicular trailer sway management system, the vehicular trailer sway management system comprising: at least one rearward-sensing radar sensor disposed at a vehicle equipped with the vehicular trailer sway management system and sensing at least rearward of the equipped vehicle; wherein the at least one rearward-sensing radar sensor comprises an antenna array having multiple transmitting antennas and multiple receiving antennas, wherein the transmitting antennas transmit radar signals and the receiving antennas receive radar signals, and wherein the at least one rearward-sensing radar sensor is operable to capture radar data; an electronic control unit (ECU) comprising a processor for processing radar data captured by the at least one rearward-sensing radar sensor; wherein radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU; wherein, with a trailer hitched to the equipped vehicle, the vehicular trailer sway management system, via processing at the ECU of the provided captured radar data, determines oblique angles of the trailer relative to a longitudinal axis of the equipped vehicle; wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines sway of the trailer relative to the equipped vehicle; and wherein, responsive to the determined sway of the trailer relative to the equipped vehicle, the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle.
 2. The vehicular trailer sway management system of claim 1, wherein the vehicular trailer sway management system determines sway of the trailer relative to the equipped vehicle by determining a frequency of movement of the trailer relative to the equipped vehicle.
 3. The vehicular trailer sway management system of claim 1, wherein the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle by controlling at least one selected from the group consisting of (i) steering of the equipped vehicle, (ii) braking of the equipped vehicle and (iii) acceleration of the equipped vehicle.
 4. The vehicular trailer sway management system of claim 1, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines edges of the trailer hitched to the equipped vehicle.
 5. The vehicular trailer sway management system of claim 4, wherein the determined edges and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 6. The vehicular trailer sway management system of claim 1, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines a side of the trailer hitched to the equipped vehicle.
 7. The vehicular trailer sway management system of claim 6, wherein the determined side of the trailer and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 8. The vehicular trailer sway management system of claim 1, wherein movement of the trailer is analyzed to determine severity of sway of the trailer relative to the equipped vehicle.
 9. The vehicular trailer sway management system of claim 1, wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines trailer sway frequency.
 10. The vehicular trailer sway management system of claim 9, wherein, responsive to determined trailer sway frequency, management of the determined sway comprises active dampening of sway of the trailer relative to the equipped vehicle.
 11. The vehicular trailer sway management system of claim 1, wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines trailer sway amplitude.
 12. The vehicular trailer sway management system of claim 11, wherein, responsive to determined trailer sway amplitude, management of the determined sway comprises active dampening of sway of the trailer relative to the equipped vehicle.
 13. The vehicular trailer sway management system of claim 1, wherein lane marker information is provided as an input to the ECU, and wherein the vehicular trailer sway management system determines oblique angles of the detected trailer relative to the longitudinal axis of the equipped vehicle responsive at least in part to the provided lane marker information.
 14. A vehicular trailer sway management system, the vehicular trailer sway management system comprising: at least one rearward-sensing radar sensor disposed at a vehicle equipped with the vehicular trailer sway management system and sensing at least rearward of the equipped vehicle; wherein the at least one rearward-sensing radar sensor comprises an antenna array having multiple transmitting antennas and multiple receiving antennas, wherein the transmitting antennas transmit radar signals and the receiving antennas receive radar signals, and wherein the at least one rearward-sensing radar sensor is operable to capture radar data; an electronic control unit (ECU) comprising a processor for processing radar data captured by the at least one rearward-sensing radar sensor; wherein radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU; wherein, with a trailer hitched to the equipped vehicle, the vehicular trailer sway management system, via processing at the ECU of the provided captured radar data, determines oblique angles of the trailer relative to a longitudinal axis of the equipped vehicle; wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines at least one selected from the group consisting of (i) frequency of movement of the trailer relative to the equipped vehicle and (ii) amplitude of movement of the trailer relative to the equipped vehicle; wherein the vehicular trailer sway management system determines sway of the trailer relative to the equipped vehicle based at least in part on the determined at least one selected from the group consisting of (i) frequency of movement of the trailer relative to the equipped vehicle and (ii) amplitude of movement of the trailer relative to the equipped vehicle; wherein, responsive to the determined sway of the trailer relative to the equipped vehicle, the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle; and wherein the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle by controlling at least one selected from the group consisting of (i) steering of the equipped vehicle, (ii) braking of the equipped vehicle and (iii) acceleration of the equipped vehicle.
 15. The vehicular trailer sway management system of claim 14, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines edges of the trailer hitched to the equipped vehicle.
 16. The vehicular trailer sway management system of claim 15, wherein the determined edges and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 17. The vehicular trailer sway management system of claim 14, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines a side of the trailer hitched to the equipped vehicle.
 18. The vehicular trailer sway management system of claim 17, wherein the determined side of the trailer and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 19. The vehicular trailer sway management system of claim 14, wherein movement of the trailer is analyzed to determine severity of sway of the trailer relative to the equipped vehicle.
 20. The vehicular trailer sway management system of claim 14, wherein lane marker information is provided as an input to the ECU, and wherein the vehicular trailer sway management system determines oblique angles of the detected trailer relative to the longitudinal axis of the equipped vehicle responsive at least in part to the provided lane marker information.
 21. A vehicular trailer sway management system, the vehicular trailer sway management system comprising: at least one rearward-sensing radar sensor disposed at a vehicle equipped with the vehicular trailer sway management system and sensing at least rearward of the equipped vehicle; wherein the at least one rearward-sensing radar sensor comprises an antenna array having multiple transmitting antennas and multiple receiving antennas, wherein the transmitting antennas transmit radar signals and the receiving antennas receive radar signals, and wherein the at least one rearward-sensing radar sensor is operable to capture radar data; an electronic control unit (ECU) comprising a processor for processing radar data captured by the at least one rearward-sensing radar sensor; wherein radar data captured by the at least one rearward-sensing radar sensor is provided to the ECU; wherein lane marker information is provided to the ECU; wherein, with a trailer hitched to the equipped vehicle, the vehicular trailer sway management system, via processing at the ECU of the provided captured radar data, and responsive at least in part to the provided lane marker information, determines oblique angles of the trailer relative to a longitudinal axis of the equipped vehicle; wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines sway of the trailer relative to the equipped vehicle; wherein, responsive to the determined sway of the trailer relative to the equipped vehicle, the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle; and wherein the vehicular trailer sway management system at least in part controls operation of the equipped vehicle to manage sway of the trailer relative to the equipped vehicle by controlling at least one selected from the group consisting of (i) steering of the equipped vehicle, (ii) braking of the equipped vehicle and (iii) acceleration of the equipped vehicle.
 22. The vehicular trailer sway management system of claim 21, wherein the vehicular trailer sway management system determines sway of the trailer relative to the equipped vehicle by determining a frequency of movement of the trailer relative to the equipped vehicle.
 23. The vehicular trailer sway management system of claim 21, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines edges of the trailer hitched to the equipped vehicle.
 24. The vehicular trailer sway management system of claim 23, wherein the determined edges and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 25. The vehicular trailer sway management system of claim 21, wherein the vehicular trailer sway management system, responsive to processing at the ECU of radar data captured by the at least one rearward-sensing radar sensor, determines a side of the trailer hitched to the equipped vehicle.
 26. The vehicular trailer sway management system of claim 25, wherein the determined side of the trailer and determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle are provided to a trailer angle detection system of the equipped vehicle.
 27. The vehicular trailer sway management system of claim 21, wherein movement of the trailer is analyzed to determine severity of sway of the trailer relative to the equipped vehicle.
 28. The vehicular trailer sway management system of claim 21, wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angles of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines trailer sway frequency.
 29. The vehicular trailer sway management system of claim 28, wherein, responsive to determined trailer sway frequency, management of the determined sway comprises active dampening of sway of the trailer relative to the equipped vehicle.
 30. The vehicular trailer sway management system of claim 21, wherein, as the equipped vehicle tows the trailer, and responsive to monitoring of determined oblique angle of the trailer relative to the longitudinal axis of the equipped vehicle, the vehicular trailer sway management system determines trailer sway amplitude.
 31. The vehicular trailer sway management system of claim 30, wherein, responsive to determined trailer sway amplitude, management of the determined sway comprises active dampening of sway of the trailer relative to the equipped vehicle. 